Automatic charge heating control for internal combustion engines



Oct. ll, 1932. I F HEITGER l,8 81,562

AUTOMATIC CHARGE HEATING CONTROL FOR INTERNAL COMBUSTION ENGINES FiledAug. 1929 2 Sheets-Sheet l F. H. HEITGEAR Oct. ll, 1932.

ENGINES AUTOMATIC CHARGE HEATING CONTROL FOR INTERNAL COMBUSTION 2Sheets-Sheet 2 Filed Aug. 15, 1929 ame/ntm attmmq Pateted Oct. 11,1932

FRANK E. EEITGER, OF FLINT, MICEIGAN AUTOMLATIC CHABGE HEATING CONTROLFOBINT Application filed August 15, 1929. Serial This invention relatesto an automatic charge heating control for internal combustion engines,the object. being to provide a manifold which is adapted to be' placedbe*- tween the distributing manifold `of an internal combustion engineand the charge forming device with 'passages of different sizes.

` the smaller passage being provided with means for heating the samecontrolled by a suction operated valve arranged in the larger passage.

Another object vide novel means of my invention is to pro for preventingthe sudden opening of the suction contrlled valve even that may enter Iwhen the valve wen known forms of and charge formng devces now-n use,thethough carbureter throttle be suddenly opened in the form of a dashpothaving an air' vent closed by a thermostatic valve so that theopening movementof the suctqn controlled valve is resisted by a partialvacuum in the dash pot.

Another and further object of the inven-.

tion is to provide novel means -for collecting the heavy or unvaporizedparticles of' fuel the unheated or large passage therein is closeddelivering the same into the heated passage at the point of greatestdepr'ession.

Another and'further object of the invention is to provide a manifoldwhich is capable of being used in connection with any of thedistributing manifolds same being disposed between the charge formingdevice' and the distributing manifold so that all the fuel mixture undercertain throttle positions of the carbureter or vacuum will pass intoand through the heated passage and under other positions a portion ofthe more homogeneous fuel mixture will pass through the unheatedpassage, the

heated *passage being disposed in vertical `'al ignment with the outletof the charg'e fornng device so that the havier particles by their own"inertia will pass'into the heated passage while the'lighter or;vaporized par ticlcs will pass into and through the unheatedpassageaccording to vacuum conditions.

Other and further objects and advantages of the invention will behereina fter set torth EBNAL COMBUSTION ENGINES and the novel featuresthereof defined by the appended claims.

In the drawings,

Figure 1 .is elevation,

a vertical section, partly in of an automatic charge heating control'for internal combustion engines constructed in accordance wth mynventon;

Figure 2 is a top plan view of a sucton controlled valve;

Figure 3 is a detail vertical section of the dash pot showing thethermo`reed valve in position Figure 4: is a for closing the vent;

horizontal section through the heated and unheated passage taken on line,4-4 of Figurel;

Figure 5 is tion showing justing screw proper position.

the normal position o 'haust valve unseated and the stop and adand a'side elevation partl in sec the exfor setting the valve' in its In theembodiment' of my invention. as

herein shown, bustion engine, exhaust pipe leading therefrom,

ing manfold,

1 indicates an internal 'com- 2 the exhaust manifold, 3 the 4 adistribut- 5 an intermediate manifold and 6 a charge' formng deviceheren 'shown of the plain. tube type,

t, of course, being understood that any of the well known typesof chargeforming devices now in use can used in connection structon of controlwith my improvedconwithout departing from the spirit of my' invention.`

In constructing in accordance an intermediate mani fold wth my inventonas herein shown," I provide large and small passages 7 and 8 whic hcommunicate at the -upp'er end in a chamber 9 which terminates n anoutlet 10 having 'flanges 11 same to the distributing manifold 4 bysuitable bolts 12;

connecting the The lower ends of the p'assages 7 and 8 communicate witha chamb'er 13 which is provided with to the outlet 15 of the'chargeforming device by any suitable means.

an inlet 14 connected v As herein shown,

the inlet and outlet of the intermediate manifold and charge formingdevice are provided with abutting flanges between which is arranged agasket, :aid flanges together by b The charge being secured 'olts 16.

forming device s provided preferably the outlet of the charge formingdevice and .has Secured therein a Venturi tube 21 having anannular'ehamber 22 formed in its outer wall provided with openings 23extending into the interior of the venturi. 4

The passage 7 is surrounded by a heating chamber 24 which is providedwith an inlet nipple 25 and an outlet nipp'le 26 in which are Securedthe ends of pipes 28 and 29 which are Secured with outlet and inletnipples 30 and 31 formed in the exhaust pipe 3 in order to allow theexhaust gases to be by-passed out 'of their natural' path of travelthrough theexhaust pipe into the heating chamber 24 and back into theexhaust pipe' 3 through the pipe 29. A valve 32'is disposed within theexhaust pipe between the nipples 30 and 31 for throttling or by-passing'the exhaust gases, said valve being carried by shaft 33 mounted offcenter of the bore and is adapted to be held slightly open by anysuitable means when ina supposed closed position, such as a stop 34which can be rovided with the usual adjusting screw-34: for setting thevalve in order to hold it partially open.. The shaft 33 carries an whichis connected hereinafter fully described, and a turn buckle a justingmeans to length of 36.

By mounting the shaft olf center in the bore and having the valvemounted on .the

which 'has adjust the shaft, the pressure on the valve balances thefriction of the shaft to enable it to be more easlymovd by the suctionoperated valve. Mounted within the passage 8 is a suction controlledvalve 37 which is mounted off center on a shaft 38 so as to beunbalanced and by having different areas of the valve to each side ofthe shaft, the suction has a tendency shaft 38 carries an 36 isconnected in such a manner that when the suction operated The shaft 38of the cumulate within the passage valve 37 is moved into open position,the exhaust throttling valve 32 will be moved into open position inorderto allow the exhaust gases to pass freely through the exhaust pipewithout being diverted out of their natural path of trave I suctionoperatedvalve s cut away as shown at 38' so as to allow the heavierparticles of fuel which may ac- 8 when valve 37 is closed to bedelivered into a passage 40 which communicates with the annularchamber22 so' that these heavier particles which collect on the valve will bedrawn by suction into the venturi and be delivered into passage 7.

In order to provide means for preventing the sudden opening 'of thesuction operated passage 7 is arranged directly over for resisting thearm 35 to' a link 36 for the purpose' 'to open by been heated andreached its proper thermo- 4 valve 37, I have shown one form ofretarding means in the form of a dash pot comprising a cylinder 41 inwhich is mounted a free working piston 42 having a piston rod 43 whichis connected to an arm 44 fixed on the shaft 38 of the suction operatedvalve 37 whereby a partial vacuum will be produced within the cylinderto retardthe opening of the suction controlled valve. The piston can becalibrated according to weight in order to normally hold the suctionoperated valve and the exhaust throttling valve into closed position oras herein shown, a spring 45 can be employed which has a connection withthe arm 39 of the shaft so as. to normally rock f the shaft in order tohold these valves in closed position and I am aware that various otherwaysof accomplishing this result can be used without my invention.

While I have described a dash pot action opening movement* of the valve,the Construction 'shown is substantially the reverse of the ordinaryaction of what is known commonly as a dash pot and I am aware that achamber with a movable wall operated by a valve may be used so as toresist the opening movement of, the valve and in the Construction showna dash pot action is obtained on the closing of the valve.,

In order to control the movement of the piston within the dash pot so asto control the opening mov'ement`of the suction controlled valve, Iprovide the cylinder with a vent 46 which is closed by a thermostaticelement 47 so that when the engine is' cold to which the devicegisattached, the vent will be closed in order to cause a partial vacuum tobe created within the cylinder as the valve tends suction and after theengine has static condition, the valve will normally remain open' sothat the suction controlled valve is free to move. The Construction ofthermostatic element as herein shown is in the nature of a reed valveand bymounting the same as shown, the piston is freeto move downwardlyand is retarded inits upward movement when venturi is closed bythermostatic valve.

' I have found by tests that at low speeds, :say 150 revolutions perminute, the carbureter closed fully one-halfthrottle valve can be y wayand not impair the power, and that the mixture can also be heated at lowspeeds with benefit' and as 'the load onthe motor is gradually released,allowing the speed to increase,

that the carbureter throttle can be graduallyopened to compensate forthe increase of speed and at a certain range of speed, the heat can begradually shut ofl',-and thevalve 37 functions as a slow openingthrottle. WVhen the engine is cold and is at low speed, the valves arein the position' shown and the charge produced in the charge formingdedeparting from the spirit of V eonaaa vice passes through the passage7 to the' dis tributing manifold and as the s ed increases,

the suct on operatedwalve 37 s acted on by ber.

to 2. The combination with an internal combustion engine having adistributing manithe suction produced by the engine so as o en thepassage 8 and at the same time open t e exhau'st throttling valve 32,which allows the gases to seek the path of least resistance.

a The char-go produced by the charge formthrough the passage N ingdevice passes through both the passages the heavier or untheir owninertia are 7 ind heated and the other lighter particles of the mixturepass 8 to where they are minled in chamber 9 and then delivered to theistributing ma'nifold. i

The size of the venturi' in the passage 7 is such that it will satisfythe motor power requirements at a low ran e of motor speed, throttlewide open, and w en its capacity is at certain vac'uum stages, vaporizedparticles by reached, the suction operated valve in the un- .of which isunheated speed. the heating effect -be "retarding and controllng heatedpass age ,8 will start to open and at the same time the suction opratedvalve starts to open, the exhaust throttling valve 32 will start to openand as the load becomes less andthe speed increases', the suctionoperated valve 37 opens wider and wider sothat at maximum speed andpower both valves are wide open. i

From the above it will be seen that I have rovideda manifold withpassages of diferent sizes, one of which is-heated and one so thatatcommon road all the fuel mixture is speed, part throttle,

at full throttle and low range of heated or ing continued until thesuction controlled valve 37 starts to o en. While in the drawings I haveshown certain details of construction, I do not wish to limit myself toany` particular manner of forming an automatic charge heating controlfor internal combustion engines as I am aware that various, changes canbe made withoutdepartin from my invention which consists broa ly inproviding two passages ,for the fuel, one being provided with a suc tionopera-ted valve controllng the flow' of the fuel mixture ther'eto andspecifically in providing an intermediate manifold with a eated and 'an'unheated passage, the unheated passage being provided with a suction ofexhaust gases utilized for'heating the heated passage inconnection withmeans for the opening of the suction controlled' valve as totemperature. What I claim is: 1. The combination with an internalcombustion engine, of a manifold having passages of different sizes, acharge forming device having an outlet in alignment with the smallpassage, a heating chamber surrounding said passage, and a suctionoperated valve in one bustion engine,

-constantly open passage ;erated bythe suction operated valve for dofsaid passages for controllng the passage of the heating medium to saidheating chaminterme ir heating chimber'and a suction operated valve Vwithin the large passage valve. 3. The combination with an' internal`combustion engine, of a manifold having a heated. and an unheatedpassage and a suction operated valve arranged in the unheated passage'for controllng the application of the heating medium to saidheatedvpassage. 4. The combination with an internal combustion engine,of a manifold having a heated and an unheated passage, a suctionoperated valve controllng the application of heating mediumto saidheated passage and means for resisting the opening movement'of 4 saidsuction controlled valve.

5. The combination with an internal combustion engine, of a nanifold forsaid engine having passages of different sizes, means for heatingj' oneof said passages and means controlled y the suction of the other passagefor Operating said controllng. the application of heating me- I dium.

6. The combination with an internal comof a-manifold having spaced 'passages, one of said passages being .normally` closed by a 'suctioncontrolled valve, a heating chamber for heating the and means op verting:the exhaust gases of their natural path of heating chamber.

7. A manifold for internal combustion engines having 'spaced passages,asuction'operatedhvalve in one of said passages, and

of said engine out travel through said means 'constructed to produce apartial vacuum during the opening movement of said valve forresisting'the movement thereof. i 8. A manifold for internal combustionengines having spaced passages, asuction operted valve in one of saidpassages, a pot constructed to produce a partial vacuum for resisting'the opening movement. of said valve and thermostatic means controllngthe vacuum in said dash pot.`

9. A. manifold for internal combustion engines having a heated and aninheated passage and suction operated valve disposed in the unheatedpassage for collecting the unvaporized particles of fuel from saidunheated. passage and delivering said particles into the hea'tedpassage. i

10. A manifold for internal combustion dash sage, a Venturi tube engineshaving a heated and an unheated passage through which the fuel mixturepasses before being delivered to the engine, a Venturi tube arrangedwithin the heated passage and a suction operated valve disposed in theunheated passage for conveyng unvapor-` ized particles of fuel from saidunheated passage and delivering said particles into the throat of saidventuri.

11'. A manifold for internalcombustion engines having a heated and anunheated pasarranged within the heated passage, a suction opened valvearranged within the unheated passage, means for conveying unvaporizedparticles of fuel from said unheated' passage and delivering saidparticles into the throat of said Ventri, and means controlled by saidsuction valve controlling the application of heat to said heatedpassage.

12. A manifold for engines having a heated and an unheated pas sage, aVenturi tube arranged within the unheated passage, a suction valvearranged within the unheated passage, means for conveying unvaporizedparticles of fuel from said unheated passage and delivering saidinternal combustion particles into the throat of said venturi,

means controlled by said suction controlled valve controlling theapplication of heat to said heated passage, and a dash pot for resistingthe opening movement of said suction controlled valve. i

13. The-combination with an internal combustion engine having anexhaustmanifold,

exhaust pipe and a distributing manifold, of: .an intermediate manifoldconnected to the mames forming device connected to said manifold, asuction operated valve' in one of said passages, means operated by saidsuction op erated valve for causing the heating medium todcirculatethrough said heatin chamber an wth passages of difi erent sizes, meansfor heating the smaller passage, a suction operated valve forcontrolling the passage of fuel through the larger passage, meansoperated by said suction operated valve for controlling the applicationof heating medium to said heating means and a dash* pot for resistingthe opening movement of said suction' controlled valve.

18. The combination with an internal combustion engine, of a manifoldhaving passages of different sizes and a suction operated valve arrangedin the larger assage for controlling the flow of fl theret rough andthermostatic controlled means for resiste ing the opening movement ofsaid valve.

In' testimony whereof Ihereunto aflix my signature.

' FRANK H. HEITGER.

distributing manifold having a charge formmg device connected -thereto,said intermediate manifold being provided with spaced passages, avalvearranged' within the exhaust pipe, a heating chamber surroundingone of said passages' in communication with said exhaust pipe to eachside of said valve and a suction operated valve within the unheatedpassage of said manifold having a connection with the first mentionedvalve for causing the products of combustion to be diverted out oftheir, natural path of travel through said heating chamber.

14. The combination with an internal combustion engine, of a manifoldhaving a chamberat each end and passages in communicaton wth saidchambers, a heating chamber surrounding one of said dpassages, a, char eforming device connecte to said manifo dl .a suction operated valve inone of said passages and means operated by said suction operated valvefor causing the heating medium to circulate through' said heating,chamber.

15. The combination with an internal combustion engine, of a manifoldhaving a chamber at each 'end and passages in communicaton wth sadchamber, a heating chamber surrounding one of said passages, a chargemeans for resisting the opening move-

